Internal-combustion engine.



A. POTDEVIN. INTERNAL GOMBUSTIONBNGINE. APPLICATION FILED 1,111.4, 1911.

Patented Dec. 5, 1911.

TT OHNE Y A. POTDEVIN. INTERNAL COMBUSTION ENGINE. APPLICATION FILEDIANA, 1911.

Patented Dec. 5, 1911.

4 RWEETS-SHEET 2.

Arrow/Er A. POTDEVIN. INTERNAL GOMBUSTION ENGINE. VAPPLICATION FILED IANA, 1911.

1,010,798. Patented Dec;5,19`11.

4 SHEETS-SHEET 3.

i V10 Y 11 WITNESSES /NVENTR A. POTDEVIN. INTERNAL GoMBUsTIoN ENGINE.

APPLICATION FILED JANA', v17911.

. .L 1 0u 1 5, D m a P WIT/VESSEL? UNITED vsrArEi-sl ,PATENT jorinioii. fj

AJJoLPH ieo'rmivin, or BROOKLYN, NEW YORK, A'ssIGNoR 'ro PoTDEvIN irri/minniev COMPANY, or BROOKLYN, NEW YORK, A- CORPORATION or Naw YORK.

INTERNAL-'OOMBU'STION ENGINE. j

pplicationled January 4, 19,11. Serial No. 600,699.

To 'all whom 'if my concern:

Be it. known that I, ADoLiH Po'rDviN, a,

citizen of the United States, and resident ot Brooklyiuin the county of Kings and State of `New York, have invented certain new and usefullmprovements in Internal-Coinbustion Engines,'of which the following is a specification. Y y l This invention relates to internal combustion engines, and particularly 'tothetwo-l cycle type; my objeetfbeing to provide a simpleland reliable 'engine'jof efieiency. To' this end I constructl thev engine` cylinder with inlet and exhaust ports which are cor'- related with each other and with the explo.

its down or 'powerstroke Fig. 2 isa similarsection, asoii the lines 2-2of Figs. 1 and 3. Fig. 3' is ahorizontal seetionyas 'on the line 3-3 of Figf2.y Fig. 4 is apartial j development 'off the'` interior of the cylinder showingtlie relative positions and areas of the inlet and exhaust'ports. Fig.' 5 is a section lsimilar to Fig. 3, showing a slightly modified arrangement' of said ports. Fig. 6 is a partial vertical'section, las on the line 6--6 ofFig.. I

1 is the cylinder; 2 the 4compression chamber, 3 the" piston; L1 the piston rod; 5 the crank shaft', 'and 6i the 'yalve for controlling 'the'gas supply portiato'tl-.tcompression chamber; all .these parts being so constructedandarranged that as the piston is driven upward a new charge of `gas is supplied to the compression chamber as usual. The valve is herein represented as seated inthe wall of the crank'ea'se, and` provided with a segmental port I) which periodically registers with the supplyport a. vThis valve' is annular in form andv is provided with a segmental ange c which is secured to'a similar fiange d on the crank so as to be rotated by the latter.

The explosion chamber 7 is vformed in the upper portion'of thecylinder, and the supplementary exhaust chamber 8 is formed bewaste gases are discharged from the'exhaust cylinder and the flanged piston; a partial vacuum being created in said chamber 8 during the down or power stroke of the pistoii and being utilized as an auxiliary factor to Specification of Letters Patent. Patented Dec. 5, 1911. n

, tween the lower expanded portion of the' eitect and insure the vcomplete expulsion of.

the waste gases from the' explosion chamber.

During the upward stroke of the piston the j chamber.r

The present improvement concerns thearrangement of the inlet and exhaust ports with relation to the combusparticularly tion and exhaust chambers and to the piston;

whereby the said ports are progressively openedpdirectly by the piston (without the aid of.supplementary valves) as the piston approaches and reaches thelimit of its down or power stroke and are correspondingly closed in reverse order by the piston duringl its up, or return stroke, as will now be described.

,f9 indicates the primary exhaust ports; ld i' the secondary exhaustport, and 11 the gas inlet ports, 'two of thelast-nained port-s be? ing preferably employed and being disposed on opposite sides of the cylinder. Each ofk the gas inlet ports is connected by means of a by-pass 12 with a lower port 13 with which l" a coi-responding port 14 formed in the wall' of the piston is adapted to register as andi'r when the piston reaches the limitof its down stroke.

The primary exhaustports lead directly to the exhaust pipe 9a asusuaLa'nd tlie'sec-y ondary exhaust port communicates through" a ypassage 15 and port 15a with the annular f chamber 8, the said passage being also in l communication with a lateral duct 16 leading to the exhaust pipe. The communica-A tion between the passage 15 and the duct 16 is controlled by an ordinary uppet valve 17.

Suitabl'y disposed onv the li cad of the'pisf ton are vertical bathe-plates 18 which, when 1 thepiston is in its lowermost position, lie inV lfront ofiand extend somewhat above the re-: spective inlet `ports 11. When the .pistony occupies that position its upper edge-'is in the same horizontal plane or substantially so, as the lower edges of the severalports 9, 10 and 11, and hence all said ports are fully open. These ports, as most clearly illustrated in Fig. f1, are of progressively varying heights or areas, that is, the main exhaust ports 9 extend above the inlet ponts 11,

loo

4o f ofthe engine.

"the chamber S- the remaining vpartial vacuum is created in the chamber 8 as above mentioned; the sequence of theoperations being as lfollows: The waste gases first proceed .to escape from the explosion eliamberthrough the main exhaust po'tts 9; the new charge then proceeds to enter the said chaniberthrougli the inlet ports 11 and Iis deflected upwardly by the battles, which new chargeassists the expulsion of the waste gases by way of the main exhaust ports;

the 'secondaryl exhaust port 10 is finallyopened and bythe action of the vacuum in roduct-s of combustion the explosion c amber are completely withdrawn therefrom and the efficient inflow thereto of the new charge is facilitated. When the-piston' ascendsthe products of combustion are expelled from the exhaust chamber by way of the port 15a and passages 15 and 16 to the exhaust.

By the novel arrangement of the inlet and exhaust ports and the correlation therewith of the piston and (ro-acting parts, as herein-v before described, a very silnple and reliable two-cycle engine of high efficiency is produced. It is to be particularly noted thatl the piston itself, without the aid of extraneous or separate valves, effects and controls the timely operation of the several ports; and that therefore there is no liab1lity of their faulty operation during the running I do not limit my invention to the specific details of construction hereinbefore des scribed, as the structure may be variously` modified without departure from the fair spirit of the invention; for example, in Figs. 5 and 6 is shown-a modification wherein the inlet ports are arranged adjacent to each other and in communication with a single by-pass 12, and a single baille plate 18 to defiect the charge therefrom isprovided on the piston, and wherein the piston port is omitted and the by-pass for the transmission of the gaseous mixture to the explosion chamber is extended to a point below the piston.

1. In an internal combustion engine of the two-cycle type, the combination with a piston, of a cylinder therefor having an explosion chamber and an exhaust chamber, the former chamber having therein primary and secondary exhaust ports and a gas inlet port,

the secondary port fommunicating with the exhaust chamber and the several ports` being of progressively increasing areas, whereby the piston itself in its outer or power stroke first partially opens the primary exhaust port, then the gas inlet port, and theny the secondary exhaust port, all the said ports being fully open when the piston reaches the limit of its said stroke.

2. In an internal combustion engine of".

Awhereby the piston itself in its outer or y power stroke l firstpartially opens the prilmary exhaus t port, then the gas inlet port,

y and then the secondary exhaust port, all the saidI ports being fully open when the piston reaches-the limit of its said stroke.

3. In,y an internal combustion engine of the two-cycle type, the combination with a piston, of a cylinder therefor having an explosion chamber and an exhaust chamber, the latter chamber being formed between the wall of the cylinder and the piston during the power stroke of the piston, and the former chamber having therein primary and secondary exhaust ports and a gas inlet port, thesecondary port communicating with theexliaust chamber and the several ports being of progressively increasing heights or areas and having their lower' edges in'the same plane, or substantially so, as the head of the piston when it is at the limit :of its said stroke, whereby the piston itself in such stroke first partially opens the primary exhaust portt hen the gas inlet port, and then the secondary exhaust port, all the saidports being fully open when the piston reaches the limit of its said stroke.,

4. In an internal combustion engine of the two-cycle type, the combination with a piston, of a cylinder therefor having an explosion'chamber and an exhaust chamber, the latter chamber being formed between the wall of its cylinder and the piston during the power stroke of the piston, and the former chamber having therein primary and secondary exhaust ports and a gas inlet port, the secondary port communicating with the exhaust chamber and the several ports being of progressively increasing heightsor areas and having their lower edges in the same plane, or substantially so, as the head cf the piston when it is atthe limit of its said stroke, whereby the piston itself in its said stroke firstV partially opens the primary exhaust port, then the gas inlet port, and then the secondary exhaust port, all the said .ports being fully open when the piston reaches the limit of its down stroke, the

said cylinder also having a, byass leading Signed at borough of Brooklyn, Y., in I from the inlet port, and the sai piston also the county of Kin and State of New York having a, ort adapted toregister with said this 13th day of ecember A. D. 1910. by-pass w e the piston reaches the limit ADOLPH POTDEVIN.'

of its downStroke, toether with a, bale Witnesses:

located on the piston a jacent the said inlet HENRY G. PONS, port. EDWARD Roncmns. 

